Engine.



PATENTBD JULY 7, 1908. L. s. BURBANK. ENGINE APPLICATION FILED APR.22, 1902.

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APPLIOATION FILED Amma. 1902.

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PATENTBD JULY 7, 190s. L s. BURBANK.

ENGINE.

APPLIQATION FILED APR. 22. 1902.

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No. 892,804.` PATBNTBD JULY 7,1908. L.S.BURBANK.

ENGINE.

APPLICATION FILED APR.22, 1902.

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ENGINE.

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PATENTED JULY 7, 1908. kL. Is. 'BIHQBMIK| ENGINE,

APPLICATION FILED APR.22, 1902.

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I UNiTED STATES PATENT' omnes.

LOUIS S. BURBANK, NIAGARA FALLS, NEW YORK.

ENGINE No. 892,804. Specification of Letters Patent. Patented July 7, 1908. Application filed. April 22,- 1902. Serial No. 104,18G.

To all whom 'it may concern: In rear of this casting, the main shaft is. pro- Be it known that I, Louis S. BURBAANK, a vided with a spider G', having guide bearings citizen of the United States, residing vat Nig, for the rods h, of the .pistons b, said rods agara Falls, in the county of Nia ara and being connected, usually by ball-joint links 60 State of New York, have invente certain c, to the inclined journal device, whereof the new and useful Im rovemenlts in Engines; journal L is connected to the rear end'oi the and I do hereby dec are the following to bea main shaft by means of a strong universal or full, clear, and exact descri tion of the invendouble axis gimbal joint I. At the rear portion, sufchjas will enable ot ers skilled in the tion of the frame, the inclined bearing M', 65 lo art to which it appertains to make and use the for the'inclined journal 'device is made adsame. justable by means of the circular bearing m, The invention relates -to engines, and is which is engaged thereby, said bearing beingr particularly applicable to engines of the eX- concentric with the axis of the main shaft. j plosive type for gas. j The adjustment is governed by means of a 70 Theht in view'isto provide ali ht balworm c', and sector gear e', as shown. By

- l tion is illustrated mainly in its application to ignition lug j Fig. 1l is a cross section oi' said valve. Figs.

ward portion for the main shaft L, and an -45 ton connections move, said casing being 5,0 its seat d in thefront ofthe rotarycylinder '5'5 with their'res ective compression chambers anced hig :speed engine of adjustab e char- .means of this adjustment, the position ofthe acter, economical in use and easily condisk is controlled in such wise that the oint trolled. a. j equivalent to a dead center can readiy be In the accompanying drawings, the invenbrought into proper relative position to the in the main valve to control gas engines. v t e spar 'ng Figure 1 is a plan view. Fig. 2 is a verti- The exposed portion of the cylinder cast- .cal longitudinal section. Fig. 3 is a rear end ing is usually formed with. ribs, flanges orl view. Fig. 4 is a partial transverse section. l radiator projections a, in order that, when in 80 25 Fig. 5 is a transverse sectional view, showing rapid rotation in the air, it will be keptsu'iiithe valve.` Fig. 6, is a cross section of the ciently cool, it being desifrned in this manner rotary cylinder. Fig. 7 is a face view of the usually to dispense witi .a water jacket. clearance way head plate. Figs. 8', 9 and 10 Radiator ilanges or projections may also be are ditierent sectionsv of the main valve.

provided in the compression chambers. 85

The front end or head D, voi' the rotary casting isprovidcd for each' cylinder witl .a clearance'way d, which communicates wi h the forward end of such cylinders. This clearance way also communicates intermit- 90 tently during rotation with the exhaust way ein the main valve. The ignition plug F, is in the main valve and projects into the com bustion chamber, and about one-third of the valvular body between the in tion lug and 95 the exhaust as shown in dotte linesillig. 7, is chambered as indicated at g 'for exV ansion. The j ignitionv groove l?, extends su ciently along the valve'periphcry toinclude at least two cylinders. A valve'f, is provided on the 100 periphery of the main'fvalve in connection .with the intake to enable the 'operator to control the charge. The'air is` taken in at Z. The compression chambers communicate with'the piston cylinders through the open 105 ings t, t m their' inside walls, and with the intake chamber in the main valve through their 'forward end openings z. The opening t,'is at the rear end of the c linder, and the opening t', is in the interme iate portion bc- .11G tween its ends.

The supply pipe S, for the gas or explosive E412, 13 and'l4 show a modification of means for controlling the skew disk.

' The engine is mounted in a frameP,pro vided with a horizontal bearing M, in its forinclined bearing M in rear for the jnrurnal L', of the skew disk, or inclined journal device V. .The frame also carries the stationary main supply and cut-oil' valve E, and its connecting supply pipe S and Z, and er-haustpipe b. The valve E is connected to the frame bymeans of an adjustable'arm 7 To the frame is also secured the casing J, within which the'inclined journal device V, and pisada ted to contain oil in the lower portion N, or the constant lubrication of these rapidly moving parts. The .circular periphery. of the main valve Efis beveled to fit neatly casting A, which is provided with a number of piston cylinders B, usually eight, arranged in an equi'distantmanner around the outerA portion of said casting, and 'communicating C, which are coated nearer the main shaft.

ranged with a tapering journal device, havchamber passes a 10' lprovide means for shortening the time of excompresses the material is shown centrally arranged within the air pipe Z, which is of larger diameter, and forms with the chamber in the main valve, to whichL it is connected, a mixingy chamber for the gas and air. The air pipe is provided with ia regulating valve-r, of ordinary register character. The exhaust way of the main valve is also provided with a controlling" valve n. This valve is designed to aust incase the fresh vapors should havea tendency toescape through the exhaust port e, (F ig. 2.) after aving forced out all of the products of combustion.

The main shaft turns in a bearing ofthe main valve, which is held in position by the frame-work, and this bearing is usually ar# ing an adjustment nut. Binding posts for the electric wires of the circuit of theignition device are indicated at t, o. Themain valve is made slightly adjustable, `circularly, as a means of, controlling the'point of ignition:- The arm of said main valve mayengage 'a screw at w, connected to the main frame for this purpose, as indicated in Fig. 12.

In the operation of this engine, themix-y ture of gas and air is drawn', by the suction of each piston moving backward or towardith'e valve end, from the mixing chamber'inthe stationary valve into the compression cham. ber, through the port Z,,of'the-latter, which passes by the mixing/chamber during the rotation of the cylinder casting. This port is open toward the top of the valve where the termination of the mixin chamber cuts it off. At the top of the valve, t e piston starts forward againfwhen the front end .ofl the same gases in the compression chamber. At a point near the end of this forward stroke, vand just after the previous 1 charge in the cylinder has exhausted, the piston passes over-the port t', connecting the compression chamber with its cylinder, and the compressed gases rush into the cylinder, and force out the products of combustion of the revious charge. The piston havin'gvnow reac ed the limit of its forward movement at the bottom of the valve, starts back, and after it has traveled ast the port t', cuts off communication wit the compression cham-v ber, and compresses the charge into the clearance chamber, ready for igniting at the top of thc valve. O n its way near the top of the valve, thc exhaust port in the clearance valve f, the amount lof whose opening, or whose closing, determines the amount of compression, and consequently the control ofthe engine.- That is to say, the gases which pass through this valve reduce the amount in the clearance chamber by,v just that much, the passing back into the mixing chamber in t e lvalve ready to be 5 used bythe succeeding charges.- The charge having reached its' full compression is exceeding char expanded, and has done its work, the exhaust porte travels'over the exhaust `chamber in the valve, and allows the products" of combustion to escape. follows this right up, for' the next impact.- place successively, endg, owing to the mult i' ple cylinder arrangement, 4at rapid intervals.

. mixture.

j taining casing,but little attention in the case of the mechanism.

ploded when 'the iston is at or near the dead jfpontor to forward or tice, by operator, according to the conditions of speed, etc., required, and being controlled bythe position of the inclined journal boxing, the adj stment of which changes the positjon of the dead point with relation tothe va ve.

of t e engine, the exact point ack being determined, in pracln' starting, the first charge is ignited by means of an electric sparking device, as in dicated inFig. 9 whose circuit is a switch near the operator, an ing terminals in the ignition plug have ytheir air gap in a recess ofthe main normal dead point or just where the exhaust ports travel over it. following one through the action of its in-V flamed gases, which kick back through the ignition groove along the face of the valve, in the path of the-travel ofthe exhaust ports. The electric lighting device is intended to be used principally in starting, but can be thrown on at any time. After the charge has been ignited, it explodes ing the piston before it work of the engine, the ,tonrat-thesame time, compressing. the sucv rovided with whose sparkvalve, at the and performing the other end of the'A pisg`e\ When the charge has been "The succeeding chargey and iills the cylinder -The explosions take The pistons act through their rods and con-` nections on corresponding inclined journaldevice, whic i, responding to the rapidly rotate, carrying in rotation vwith it, the main shaft, and the. multiple cylinder ybarrel o r casting.

ortions of the succeeding pressures, is caused to j The parts are all well balanced in order to il@ providefor high speed with ease ofgmotion. The exhausts some thousands disagreeable pufling noise. to operate the beingsmall and fvery rapid, perminute, there will be no It is .designedI se engines without a water@ 15 acket7 and with this object in view, the

large moving air surfaoeis provided, chiefly, by means of the flanges or rotary cylinder barre projections of the or casting. As the charge controllin valve isdesignedto allow the surplus c arge to return to the mixing chamber, the speed of the en" 4ginef can be regulated Without interfering' vwith economy in the use 4of the ex losive Economy is further provi ed for n in the means for regulating theexhaust for pro er scavenging.

e running parts being within an oil con;

1s required A ,edV

2o multiple piston cylinders, and corresponding ing said pistons to the inclined journal destantially as'specified.

l and an inclined jo'uijnal device connected thereto, of multi le piston cylinders attached ai id. an `inclined journal device, of a station-- I, :main shaft, corresponding istons connections to sald mchne journal device,

- and the main' shaft, of the multiple cylinder "boxing, the pistons and piston connections main valve, meansfcr igniting the charge L pistons, and

ableboxin substantie y as specified.

tition havin openings for communication) Letterszlatet, isz- 1.- Tliecombination with a 'main shaft and itsl inultiple cylinders rigidly attached thereto, of the stationary main valve, the adjustable inclined journal device connected to the main shaft, the pistons and devices connectvice,l and means for igniting the charge sub- 2, The combination with a main shaft,

to the main sha t, an adjustable stationary iston connections, and adjustor said inclined journal device,

.3. The combination With a lmain shaft, its

.tothe end of the main shaft connections from `4."1`l'ie,coin mation with a main shaft,

`ary main valve,

igniting devices multiple 'revolying piston cy in ders connected to saidy and their and the gimbal joint connection of the latter tothe main shaft, substantially as specified. 5. The combination with the main frame,

casting attached to said main shaft, the stationary main valve, means for igniting the charge the inclined journal device, pivoted to the endv of the main shaft its adjustable to said inclined journaldevice, substantially as specified. I s

6. The combination with the rotary main shaft, and its multiple cylinder casting of the vmain valve, its sparking device, and its peripheral ignition groove,. substantially as specified.

7. The rotary multiple piston cylinder casting, having in connection with each cylinder, a compression chamber, and a par:

of said cham er-with such cylinder at its end, and intermediately of its ends,` substantially as specified. i

8. An engine havin multi le pistone linders on a main sha t dou le ivote at its end to an inclined journal evice connected to pistons in said cylinders, a stationary main valve around said shaft, and a ournal device,

chambers, an

valve vin said main valve for controlling the charge,l substantiallyas specified.

9. An engine having multiple piston cylinrs'attached to a main shaft cross ivoted to an inclined journal device pivotedp to pis tons in said cylinders, compression chambers in communication with said cylinders, a stationary main valve, and a valve in said inain valve for controlling the charge, and a valve Yfor controlling the exhaust, substantially as specified.

10. An engine having multiple piston cylinders attached to a main shaft cross-pivoted to an inclined journal device connected to pistons in said cylinders, a stationary mainvalve, a valve in Isaid main valve for controlling the charge, vand a valve for controllingthe exhaust, means for ignitingthe charge, an means for communicating the. mation from on'e cylinder to another, substantially'as specified.

11. .An en ine having multiple piston cylinders `attac ed to a main shaft, connected by a universal joint at its end to an inclined connected to the pistons of said cylinders,- around said shaft, a valve in said main valve for controlling the charge, and a valve, in said main valve for controlling the exhaust, substantially as specified.

12. In an engine, the combination with a revolving shaft and piston cylinders attached thereto,-.of a stationary main valve around said shaft, of pistons, an inclined journal device connected to said pistons, and pivot jointed to the end of said main shaft, a valve in said main valve for controlling the charge, means for controlling the exhaust, and means for adjusting the inclined journal device,

substantially as specified.

13. The combination with a main shaft, its attached iston cylinders com ression (i) common clearance c amber,

-of the stationary main valve, the inclined journal device, the pistons connected thereto, the double pivot jointto the main shaft the charge controlling valve, the exhaust controlling valve and:Y the exhaust, substantially as specified.

14. An engine having a stationary su pl and cut-off valve around a rotary main s}l)ia t carrying multiple pisxton cylinders, and pistons connected to an inclined journal device, double pivot jointed to the end of said shaft whereby said shaft is turned through the operation of the expansive material in said cylinders, means for igniting and means for controlling the charge, substantially as specified.

In testimony whereof I afix my signature, in presence of two witnesses.

LOUIS S BURBAN K.

Witnesses AUGUSTUS THIBAUDEAU, R. M. OLsoN.

a stationary main valve 

